Regulating apparatus for internal-combustion engines.



YPATENTEID 001B, 190?.

J. B. AUB. REGULATING APPARATUS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG, 26. 1903.

3 SHEETS-SHEET 1.

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J, B. AUE, REGULATING APPARATUS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG. 26. 190B.

3 SHEETS-SHEET 2.

- ,PATENTED 001a, 1907.

No. 867,565. v

J.E.AUE." REGULATINVG APPARATUS FOR INTBRNALOOMBUSTION ENGINES,-

' APPLIUATION PILED,AIIG. 2B. 1908 8 SHEETS- 833131 8- min 8880s.

' UNITED STATES PATENT OFFICE JOSEPH E. AUE, OF NEW YORK, N. Y., ASSIGNOR TO DEILA VERGNE MACHINE COMPANY,

OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

, REGULATING APPARATUS FOR INTERNAL-COMBUSTION ENGINES.

To all whom it may concern: Be it known that I, .lossrn E. AUE, a citizen of the United States, residing at the borough of 'the Bronx, city 'of New York, county of New York, and State of New York, have invented certain new and useful lmpr'ovements in RegiilatingApparatus for Internal- COnibustion Engines, of which the following isa specification refer'ence being had therein .to the accompanying drawing. 7 p My invention consists in regulating apparatus for internal combustion engines, and. relates broadly to that type in which is employed a fluid-fuel or gas .7 pumping apparatus or compression chamber distinct from the engine proper or engine combustion chamber, and communicating with a source of fluid-fuel and sup plyingthe engine proper or engine combustion chamber-with the fluid-fuel or'gas required for combustion.

In such broad relation to the art, my inventionhas for its object, to regulate theout-put power and speed of such internal combustion engines, uniformly eco-, nomically and without impairment of combustion or explosion, by regulating with greater nicety, uniformity and economy than has heretofore been attained, the" amountof fuel delivered to the engine proper or engine combustion chamber by the fuel pumping apparatus or fuel compression chamber during each working cycle ofthe engine.

My invention ismore particularly intended, however, as an, improvement onjthe regulating apparatus -of that particular example of the above defined type,

Y which is known as the Koerting engine and'to which my invention is particularly well adapted; and" it is in this particular application and embodiment that my invention is specially described and illustrated in the following specification and in the accompanying drawings. I i I It has heretofore been recognized that an ideal solutiori of the problemotregulation in engines of the type defined; would be attained if the phase or instant 40 of operation of the valvescontrolling communication with the fluid-fuel pumping apparatuscouldbe autornat'ically varied or shifted by suitable connection with an engine-actuated governor proper so as to vary the amount of fuel transferred from the pumping apparatus to the engine proper for each cycle of its operation.

And it has heretofore been further conceived that I siich regulation might be effected specifically by caus- 1 ing such ash ftingor; variation. of the valve phase to vary. in turn the effective displacement of the pump? apparatus, for instance such. manner that. gas would be returned freely. from itsc'ompressionchamhere to the source-of fiuid-fuel' during the variable of the compression period "of suck chambers and.

Specification of Letters Patent, Application filed August 26,

- considerable iriction which always resists their motion.

and will thereafter point out my invention in claims ll .1 'be discharged or delivered to the-engine Patented 0ct. 8, 1907 1903. Seriallllo. 170.810.

proper during the remaining variable portion of such compression ,period. But the foregoing ideal method of regulation has not been heretofore realized because the unavoidable friction in the .valves themselves has offered a difficulty which has not been-surmounted. This difficulty resides in. the fact that in'every case where the automatic governor proper is called upon to directly shift the phase of; the valves, it is requisite in order to effect that end, to exert a-force sufiicient to actually shift the valves themselves'against the veryv Therefore a very considerable speedfluctuation has A been-found necessary to develop in-the governor proper the required amount of shifting effort required to control the valves directly, and as a result, engines thus governed have been disposedto hunt or badlyl' K v. q

- Most specifically, it is the objectof my present invention, to attain in an'operative apparatus the ideal system of regulation formulated in the foregoing. To that end my invention provides valve-operating mechanism of adequate force and power to move the valves positively through their'proper cycle, but controlled and varied in its phase or instant of operation by independently operative phase controlling mechanism including the governor proper and moving in the discharge of its controlling function with negligible fric tion. The, entire regulating-system is thereby made very sensitive and responsive to slight variations in the speed of'the engine, while the governor proper varies and determines the phase of the valves without being required to exert suflicient force to shift them in opposition to their own friction.

-I will nowdescribe the construction of regulating mechanism illustrated in the accompanying drawings Figure l is a-sectional diagram of the entire regu lating system, and shows some features of actual construction. Fig. 2 is a side elevation of a preferred fonn of the valve-operating and phase-controlling mechanism. Fig. 3 is a plan .view of the entire en-' gine. Fig. 4 is a section on the plane a, a, of Fig. 2, showing a valve proper and partof. its operating and controlling mechanism. Figs. 5 and 6 are respectively longitudinal and transverse sections through the com.-

-piston.rod 5s and connehtingrod .90.,i'rh' inclosed space at either end of thejpiston-eonsjtitute's a worlgipgr eating in their respective air and gas cylinders 61 and 62. 130th pistons are propelled by the engine by means of the piston rod 50, connecting rod 79 and crank 80 mounted on the main shaft 65. Each piston divides its respective cylinder into two compression chambers, marked 9 and 10 in the air pump, and 11 and 1.2 in the gas pump. Theair and gas compression chambers are provided neartheir outer ends with I ports 16 and 18 respectively. leading through the cylinder walls and controlled respectively by semirotating or rocker valves 20 and 19 of substantially cylindrical form and disposed respectively in valve casings 96 and 72, with their axes at right angles to the axes of the pump cylinders. The valvecasings are formed integrally with the pump cylinders and the rocker-valves are provided'with valvular ducts, I. shaped in transverse section 'and extending longitudinally to the entire transverse width of their respective cylinder ports.

Midway between the two rocker-valves, each pump cylinder is provided with an inlet or inlet duc tal'so controlled by the valves and marked 86 and 87 in the air and gas pumps, respectively, and communicating respectively with theouter air: and with a source of gas orother fluid-fuel. The source of fluid-fuel is not shown on the drawings but since the gas pump isintended to. communicate with such a source directly through its inlet 87, this inlet may itself be regarded as a source from which the pump may draw its fuel, for the purposes of this description and the claims which lollow.

Each pump cylinder is provided at its outer ends with twooutlets or discharge ducts, 15and 17 in the air'and gas pumps respectively, and each discharge duct or passage is also controlled by its adjacent rockervalve.

Each expansion chamber ofthe engine is provided with an air conduit, and a gas conduit, 6 and 7 respcctively, communicating with the expansion cham' her through a common inlet port or passage 3-leading into it through the upper wall of its end compression chamber 2 and controlled by an inlet valve 4 of the puppet type. These air and gas conduits lead to the expansion chambers of the engine from the outlets or discharge ducts 15 and 17 of the'air and gas pumps respectively. Suitable check valves 97, '98, 99 and 100 are interposed in the conduits near the ends 7 thereof.

'All the rocker-valve casings are closed at either end by end plates, such as 71 and 72 shown in Fig. 4, which illustrates the mounting of one' of the rocker-valves of the respective rocker-valves. The clutches are longitudinally separable and are held in engagement by studs inserted through the rear end;platcs 71 and abutting upon corresponding pins 69 fixed upon the ends of the rocker-valves opposite their respective clutches. This organization permits the removal of .the rocker-valves from the rear ends of their casings without disturbingtheir operating stems 66 and the mechanism cooperating therewith. I

The operating steins of 'the air pump rocker-valves are provided'at their outer ends with fixed rockerarms 21 connected by a pitman rod 22. Corresponding rocker-arms 44 are loosely mounted upon the outer ends of, the operating stems of the gas pump rocker-valves, so as to be freely rotatable with respect to the stems. These rocker-arms 44 are also united by a pitman 24, and the two sets of rockerarms are arranged in line' and connected by another pitman 23 between their adjacent rocker-arms. As

illustrated in the drawings, the pitman rods 24 and 25 are made in one rod. All the rocker-arms are caused to rock or oscillate in unison by a common connection to the engine, consisting in a fourth pitman rod 25 i connected between the rocker-arm 44 nearest the 011- gine and a short link 103 connected in turn to a lever 26 mounted upon one end of the rock-shalt 76 actuated by still another lever at its opposite end which is driven by a connecting rod 29 actuated by an eccentric strap 88 cooperating with an eccentric on the main shaft. 1

Valve-operating levers 43' are fixedly mounted on the outer ends of the operating'stems of the gas pump rocker-valves and outside the rocker-arms 44." These valve-operating levers 43 comprise diametrically opposed upper and lower locking and retraction arms respectively. Retraction springs 46, connected to' respective retraction arms, tend always to place or retain the rocker-valves in their outlet or discharge positions, t'. e., such angular positions as will afford communication through their respective gas com pression chambers and the outlet ducts 17 at their respective ends of the gas pump cylinder and leading to corresponding expansion chambers of the engine. In such outlet or discharge positions, the rockervalves will close communication between their respective compression chambers and the inlet duct 87 leading from the source of gas.

The loose rocker-arms 44 of the gas pump valve gear are provided with outwardly extending valveoperating pins or projections 45 which engage the valve-operating levers 43 and move them and their rocker-valves in opposition to the retraction springs and into their inlet positions t'. e., the angular positions which will afford communication between their; respective compression chambers and the inlet, duct 87 but willclose communication between the cornpression chambers and their corresponding expansion chambers of the engine. In the inlet positions of the valve-operating levers, their locking arms are on gaged and locked by the retaining arms 35 of their respectivevalve triggers. These triggers are pivotally mounted, and provided diametrically opposite their retaining arms 35 with trip arms 34 which are engaged by the trip pins 42 mounted upon and extending outwardly from the trip levers 32 which are also pivotally mounted just inside the valve triggers and concentrically therewith upon common releasecontrolling eccentrics 33. Suitable retaining springs 75-tend always to move the triggers and theirrespective trip levers in such relative angular directions as the triggers and their respective trip levers, making 1-6 suitable pin fixed in the trigger.

The release-controlling eccentrics 33 are pivotally mounted upon studs 73 inserted into bosses formed on the pump cylinder casting just above the valve casings. 'Depending rocker arms 85 are secured upon the release-controlling eccentrics inside the triggers. and trip levers, and are connected by respective transmitting rods' 37 with respective diametrically opposite pins 39 inserted in a common wrist plate 40 pivotally mounted at its'center. The wrist plate is provided with a rocker-arm 38 connected by a transmitting rod 41 and other suitable mechanism to the centrifugal governor proper 52, whereby the governor in its variations effects corresponding variations in 'the angular position of the wrist plate, and hence also effects corresponding variations in the angular positions of the release-controlling eccentrics 33 connected to the wrist-plate. Since the mechanism-involved in these variations may be comparatively light and of comparatively negligible friction, it is apparent that such variations may be effected by very slight fluctuations in the speed of the governor proper and the engine.

The trip levers 32 are united by a rod 31 and caused to oscillate in unison by motion imparted through a connecting link 104 from the rocker arm27. The rocker arm 27 is secured to the outer end of ahollow rock-shaft or bushing 77 mounted within a journal bracket 78 extending from the cross-head guide of the pumps. Upon the inner end of the hollow rock-shaft is fixed another rocker arm 63 actuating the rock'- shaft and itself actuated by a connecting ,rod 28 upon the further end of which is an eccentric s'trap 89'cooperating withan eccentric on the main shaft of the engine.

The phase relation between the valve-operating mechanism and the pump pistons, is-such that all the rockervalves are in or passing through their inlet positions or phase (luring the expansion-or su'ction periods of their respective compression chambers, while the rockervalves of the air pump are in their discharge or outlet :phase during the compression periods of their respective compression chambers. But the rocker-valves of chambers, and are only held in their dischargeor outlet positions or phaseduring-variablelatter portions of;

such compression periods and after having been moved into such discharge positions by their retraction springs upon being released by their respective triggers. When the valves are thus retracted, the valve-operating pi'ns engage the valve-operating levers 43 and act as stops for their valve-operating levers.

The engine inlet or admission valves 4 are operated by valve levers 9 1 which are connected by cam rods 92 tothe cam followers 59 actuated by the valve cams 60 mounted upon and driven by the cam shaft 51 suitably geared to the main shaft to the engine. The governor proper is also driven by the cam shaft through a bevel gearing 93. Suitable ignition plugs 95 may be inserted into the compression chambers 2 of the engine proper, through the holes provided for that purpose.

The pump crank 80 is in advance of the main crank ofthe engine, by about ninety degrees, and the pump amount. The cycle of operations, with respect to either expansion chamber of the engine proper, and its corresponding inlet valve, inlet port, air and gas conduits, check valves therein, and pump compression chambers with their respectivevalve mechanism, etc.,

etc., is as follows: During its compression stroke, the

' escapes and the pressure in the expansion chamber is reduced substantially to that of the atmosphere. At

influx of air from the air pump compression chamber, through the air conduit 6 and'inlet port 3, advances toward the exhaust port and carries before it the remain ing products of combustion, thereby expelling a still "further portion of the products of combustion through the exhaust port.

The initial influx or installment of unmixed air is followed by a secondary influx of air and pistons lead the engine piston 5 by a corresponding this instant the inlet valve 4 is opened and an initial I gas simultaneously from their respective pump compression chambers and through their respective conduits and the common inlet port 3', where they mix as they enter the expansion chamber. This secondary influx pushes the initial installment of unmixed air before it still further toward the exhaust-port, thereby expelling allbut a small portion of the still remaining products of the combustion of the preceding cycle. The exhaust port then closes, the engine piston 5 proceeds on its next compression stroke, the inlet valve 4 is again closed, and thecontents of the expansion chamber are again compressed into the clearance space.-, The ex-" :pf the pu-mps having meantime taken in another'charge of fluid during their expansion or suction period, Durling the 'arly part of the compressiori strokeor period in either compression chamber of the-pump, whfle s "re pe'eiy ew i n-th phase, the gas of course fiows from the compression chamber back through the inlet duct toward the source of supply. It is not until the'trip'pin 42 engages the trip arm 34 of the trigger and causes its retaining arm to disengage the vavle-operating lever 43, that the retraction spring 46 moves the valve into its outlet or discharge position, and the compression commences to discharge the remaining portion of its contents into the gas conduit 7 and thence into the expansion chamber of the engine. The precedence of the initial influx of unmixed air into the expansion chamber, is due to this lag in the phase of gas influx. I

It is apparent that the power of the explosive impulses and the'out-put power of the engine must depend upon and vary with the quantity of explosive mixture introduced into the expansion chamber and ignited therein during each working cycle. Such quantity of. course depends upon and varies with the.

amount of gas delivered at each stroke by the gas pump compressionchamber to its gas conduit and expansion chamber of the engine, and the amount thus delivered is exactly proportional to the effective displacement of the gas pump piston, which effective displacement is determined and varied by and with the phase or instant of retraction of the rocker-valve, i. e., the phase or instant in the stroke oithc gas pump piston at which the rocker-valve is reversed so as to turn the discharge from its compression chamber into its outlet duct, in

' lieu of the inlet duct. Thus the out-put power of the engine varies correspondingly with variations in the phase or instant of retraction, and this phase or instant of retraction isautomatically varied and determined by the governor proper, in the manner which I will now describe. It will be noted that the general location of the center of either release-controlling eccentric 33 is above the stud'73, about which it oscillates through a short arc, so that the principal rectilinear component of its movement is horizontal throughout its entire angular variation. And since the eccentric constitutes the pivot for its-respective trigger and trip lever, it is apparent that the common axis of these levers is thereby subjected to.considerablehorizontal displacement relative-to their ends which respectively engage the valve-operating lever 43 and connect with the pitman rod 31. Such a'horizontal displacement of their commonaxis relative to such ends of the levers obviously varies the angular positions of the trigger and trip lever relative to one another when the actuating pitman rod 31 is in any given position, prior to engagement of the trip pin 42 with the trigger, and therebyvaries the position or phase oi'its motion in which the trip lever will engage the trigger and release therefrom the locking arm of the valve-operating lever 43. Thereby the governor proper 52, in its variations, 1

initial influx or installment of an, and the fact that this initial installment separates the residual products of combustion from the new explosive mixture, insures non-pollution of the new mixture and non-impairment of ignition.

It is the function of the check valves 97 and 98 in the air and gas conduits, to prevent transference of the fluid from one conduit to the oth or through their common inlet ports 3 and during the intermissions between the periods of admission to the expansion chambers of the engine. These check valves may be dispensed with however, and the same end may be accomplished by employing the modified inlet valve mechanism shown in Figs. 5 and 6, in lieu oithe ordinary'inlet valve shown in Figs. 1 and 3. In the modified inlet valve mechanism, the main inlet puppet valve 4" is supplemented by an auxiliary puppet valve 4" located above the main valve and mounted upon an upwardly extending hollow valve stem through which the valve stem of the main valve passes concentrically. The main valve isseated in the inlet port proper, while the auxiliary valve engages an annular seat upon the cylindrical wall between the gas and air conduits, thereby preventing communication from one to the other. The hollow stem of the auxiliary valve is mounted in asuitable guide. Both valve stems are provided With springs tending always to move their valves into engagement with their seats and retain them there. A three-armed valve lever 54 is fulcrumed between opposing webs of a suitable frame which also forms an upper guide and spring pocket for the main valve stem. The extreme ends of two arms 55 and 56, of the valve lever, are rounded and slotted 1 as indicated and straddle the main valve stem. They hear down respectively upon a collar pinned on the -main valve stem, and upon the top of the auxiliary valve stem. The motion required. to open the valves istransmitted to the valve lever through a cam rod 57 connecting the third arm-of the lover with a cam follower 59 actuated by the valve cam 60 which is mounted'upon the cam shaft 51 of the engine. The cam rod is retained in operative position by a swing guide 58 as shown.

It is the function of the checkvalves 99 and 100, located in' the air and gas conduits near the main inlet valves, to prevent the air and the gas, respectively, under pressure in the conduits, from flowing back into the pump chambers when the inlet valves are opened, and thus to prevent the flow of air and gas into the pumps which would have to be pumped out again into the conduits by the operation of the pumps.

It is obvious that various modifications may be in the construction and combination of parts with in the spirit and scope of my invention.

What I claim and desire to secure by Letters Patent is:

1. In regulating apparatus for internal combustion engines, the combination of an engine proper, n fluidiuel pump connected with the engine and with a source of fluid-fuel a regulating valve controlling communication he tween the pump and the source oi" fluid-fuel and operative from a positiouof opening such communication to a posi- 'tion of closing such communication and vice versn, a valve-operating mechanism for periodically moving the valve into one of such positions, a second valve-operating mechanism for periodically moving the valve into the other of such positions, and automatic governing mechanism actuated by the engine and periodically determining the phase or instant of operation of the second valve-operating mechanism.

2. In regulating apparatus for internal combustion engines, the combination of an engine proper, 'a 'iiu-id-fuel pump connectedwith'the engine and with a source of fluid fuel, a regulating valve controlling communication between V the pump and the source of fluid-fuel, valveoperating mechanism in constant phase relation to the working cycle 3. 'I-n regulating apparatus for internal combustion en-' gines the combination ot a reciprocating engine proper, a fluid-fuel pump in constant phase relation to'the engine and connected through suitable fluid conduits with the engineand with a source of fluid-fuel, a regulating valve controlling communication between the pump and the engine and operative from a position of. opening such communication during theLcompression stroke of the engine to a position of closing such communication and vice versa, valve-operating mechanism for periodically moving the valve into one of such positions, refractive valve-operating mechanism for movlng the valve into the other of'such positions, and

automatic retraction-governing mechanism actuated by the engine and periodically determining the phase or instant of retraction. I p

4.'In regulating apparatus for internal combustion engines, the combinationof an engine proper, a iiuid-fuel pump connected by suitable fluid conduits with the engine and'with a source of fluid-fuel, a regulating valve controlling communication between the pump and the 'engine,,

valve-operating mechanism for periodically moving the valve into a position of closing such communication, retractive valve-operating mechanism for moving the valve into a'position of opening such communication, and automatic retraction-governing mechanism actuated by the englue and periodically determining the phase or instant of retraction.

5 glues, the combination of an engine proper, a fluid-fuel pump communicating with the engine and. with a source of fluid-fuel, a check valve interposed between the pump and the engine, a regulating valve controlling communication .between the pump and source of fluid fuel and operative from a position of opening such communication to a position of closing such communication and vice versa, valveoperating mechanism for periodically moving the valve .into one of such positions, retractive valve-operating mechanism for moving the valve into the other of such pos'itions, and in variable phase relation to the first said valve- I operating mechanism and automatic retraction-governing mechanism actuated by the engine and periodically determining the phase or instant of retraction. I

6. In regulating apparatus for internal combustion engines the combination of an engine proper, a fluid-fuel.

pump communicating with the engine and with a source of .fluid-fuel, 'a regulating'valve controlling communication between the pump and the engine and source of fluid-fuel and operative from a position eifectlng communication between the pump and engine but non-communicationv between the pump and source of fluid-fuel to a position eiiecting communication between the pump and source of fluidfuel but noncommunication between the pump and engine I and also operative reversely from the second of. such 'positions to the first of such positions, valve-operating mechanism for periodically moving the valve from one of such positions of opening such communication to a position of closing such communication and vice versa, valve-operating I mechanism for-periodicallymoving the valve into one of of retraction.

7. In regulating apparatus for internal combustion en glues, the combination of an engine proper, a fluid-fuel In regulating apparatus for internal combustion en pump communicating with the engine and with a source of fluid-fuel, a regulating valve effecting exchange of communication with the pump between the engine and source of fluid-fuel, valve-operating mechanism for periodically moving the valve into a position eifecting communication between the pump and source otfluid-fucl, retractive valveoperating mechanism for moving the valve into a position eiif'ecting communication between the pump and engine, and automatic retraction-governing mechanism actuated by the engine and periodically determining the phase on instant oi retraction.

8. In apparatus for regulating internal combustion engines, the combination of an engine proper comprising a plurality ofworking or expansion chambers, a fluid-fuel pump, 'comprising aplurality of compression chambers communicating with respective expansion chambers of the engine and also communicating with a source of fluid-fuel,

regulating valvcs controlling communication, between respective compression chambers and their corresponding expansion chambers and the source of fluid-fuel and adapted to assume positions adording' communication between the compression chambers and their corresponding expansion chambers and the source of fluidfuel or positions aitording communication between the compression chambers and source of fluid-fuel but effecting non-communication be-v tween the compression chambers and their corresponding expansion chambers, common valveoperating mechanism for periodically moving all the valves into one of the positions aforesaid, common valve-retracting mechanism for f moving all the valves into the other of such positions and gines, the combination of an engine proper comprising a plurality of working or expansion chambers, a fiuid'fuel pump comprising a plurality of compression chambers connected with respective expansion chambers and communl-'- eating with a source of fluid-fuel, an air pump, compris- "ing a plurality of compression chambers also connected 'munication between-the compression chambers and the source on fluid-fuel but effecting non-communication between the compression chambers and their respective expansion chambers or positions altording communication between the compression chambers and their corresponding expansion chambers but elfecting non-communication between the compression chambers and the source of fluid-fuel, air pump valves controlling communication with respective air pump compression chambers and likewise movable into either of two positions respectively affording communication between the compression chambersand source of air but effecting non-communication between the compression chambers and their corresponding expansion chambers or adording communication between the compression chambers and their corresponding expansion chambers but efifecting non-communication between the compression chambers and the source of air, common valve-operating mechanism actuated by the em glue and alternately moving the. air pump valves into each of such positions and periodically moving the regulatingv valves into one of their positions aforesaid, comm'onjalver retracting mechanism for moving all the reguiating'valves into the other of such position sand variable. in its phase or instant of retraction as related to the working cycle of the fluid-fuel pump, and common automatic retractiongoverning mechanism actuated by the' enginc' and period= ically' determinin'gisuch phase or instant of retraction of all the regulating valves.

10. In regulating apparatus for internal combustion enf A gines, an engine proper-comprising a plurallty'of working or expansion chambers,fiuid-fuel pumping apparatus actuated by the engine and comprising a plurality {of compression chambers, air-pumping apparatus actuated'by the nl, gine and comprising-a plurality of compression chambers,

' two independent fluid-tool and air conduits communicating with each expansion chamber through a common valve controlled inlet port or passage into such chamber, such conduits leading respectively from one of the fluid-fuel compression chambers and from one of the air compression chambers. and for each air compression chamber an air yalve controlling its inlet and the outlet to its re spective air conduit and movable to either of two posi tions respectively opening the inlet but closing the outlet I or opening the outlet but closing the inlet, and for each iluid-fuel compression chamber a regulating valvecontrolling its inlet and the outlet to its respective fluid-tuel conduit and movable to either of two positions respectively opening such inlet but closing such outlet or opening such outlet but closing such inlet, common valve-operating .mechanism actuated by the engine 'and' moving the air valves into each of their two positions alternately while moving the regulating valves periodically into one of their two positions, common valve retracting mechanism moving the regulating valves into the other of their two positions and variable in its phase or instant of operation rel'a'- tively to the cycle of the valve-operating mechanism, and common automatic retraction-governing mechanism actuated by the engine and periodically determining such instant or phase of retraction.

11. In regulating apparatus for internal combustion en gines, the combination of an engine proper comprising a double acting piston and a working or expansion chamber at either end thereof, air and gas pumps comprising compression chambers at opposite ends of double acting pistons arranged in tandem on a common piston rod and actuated by the engine, independent air and gas conduits communicating with each expansion chamber of the engine proper through a common valve-controlled inlet port or passage and containing check valves and leading from respective air and gascompression chambers respectively,

oscillatingair valves controlling communication with each air compression chamber, oscillating regulating valves spondinggas conduits to the inlets to such chambers,

valve retracting springsconnected with the regulating valves and exerting a continuous efiort to move the valves so as to reversely transfeu communication with their re spective compression chambers from the inlets thereof, valve locking devices opposed to the retracting springs and retaining the regulating valves in their positions of outlet communication, unlocking or tripping devices uctn. atedby a common connection to the engine and coiiperating with locking devices to unlock or release the regulating valves and thus permit their retract ion, and release controlling mechanism acting in conjunction with the locking and unlocking devices to vary the phasc or instant of unlocking relative to the cycle of the vnlye-operating devices and actuated by a governor proper driven by the engine.

12 in regulating valve mechanism for internal combustion engines, the combination of a regulating valve movable into either of two operative positions. wrlodirally operative valve-operating mechanism placing the valve in one of its positions, valve-retracting means for moving the valve into the other of its positions, a valve-retaining dc vice mounted to oscillate upon a movable pivot and cngng ing a suitable cooperating member connected to the 'vaivc and thereby retaining the valve against the eiiort of the valve-retracting means, a periodically oscillatim, valvereleasing device mounted upon the movable pivot with ibe valve retaining device and cooperating therewith when in definite angular relation thereto to release the valve therefrom and permit the valve to be reiuactmi; and release-controlling mechanism operating to vary the position of the movable pivot and thereby vary the angular relation of the valve-retaining device and the valve-releasing device so as to eiiect a variation in the instant or phase of release and retraction.

13, In regulating apparatus for internal combustion engines, the combination of an engine proper. a iluld-fucl pump connected by a suitable fluid conduit with the engine proper, a regulating valve in control of communication be tween the pump and the engine and having a normal bent to open condition, valve closing means cooperative with the regulating valve mechanism to close the regulating valve periodically, and speed controlled lQtl:lCil()ll-:O\0l'liing means controllable by the engine speed and angrd to release the valve mechanism to permit it to assume its normal open condition.

'14. An internal combustion engine comprising an engine cylinder, :1 double acting engine piston in the cylind er dividing the cylinder into two combustion chambers. a source of fluid fuel, trip-valve mechanism including two valves in control of communication between the respective combustion chambers and the source oi ilnid fuel. and an engine driven speed governor in control of the tripping phase or instant of the valve mechanism.

In testimony whereof, I have aillxed my signature in presence of two witnesses.

JOSEI'II ll. Al ll.

Witnesses WILH. THOLMEN, Jon. TREILEMEIVE. 

